> there are higher RPMs and more power being transmitted through the partially-engaged flywheel and clutch during some of the other shifts. I'd argue that, if

> there are higher RPMs and more power being transmitted through the partially-engaged flywheel and clutch during some of the other shifts. I'd argue that, if that's the case, one isn't doing it right. Ideally, there is zero RPMs difference during disengagement and engagement during routine gear shifting. One doesn't even need the clutch, if one is good enough at rev-matching. I expect the risk of damaging a gear or synchro makes this a bad idea in general practice, but it can help get a clutch that no longer fully disengages to a mechanic without a tow-truck, something important in my younger/poorer days.